Dumping-scow



R. S. HANCOCK.

DUMPING SCOW.

APPLICATION FILED MAY 22.1919.

Patentd Nov. 30, 1920.

2 SHEETS-SHEET I.

. INVENTOR WK ATTORNEY R. s. HANCOCK.

DUMPING S COW. APPLICATION FILED MAY 22. I919.

Patented Nov. 30, 1920.

2 SHEETS-SHEET 2.

INVENTOR ATTORNEY ROBERT S. HANCOCK, OF BROOKLYN, NEW YORK.

DUMPING-SGOW.

Specification of Letters Patent. Patented N 1920 Application filed May 22, 1919. Serial No. 299,019.

aiter dumpin submergible features, and

increased cleansing qualities. The objects are attained. by the means set forth in this specification and the accompanying drawings, in both oi which like letters and numbers refer to similar parts throughout the several views.

Reference being made to the drawings, Figure 1, Sheet 1, is a perspective view of the scow hull without the machinery attachnients. Fi is a Jlan oi the scow hull 1 without the machinery attachments. Fig. 3

Cir

a vertical longitudinal. section of the coinplcted scow. Fig. t 's a plan of the bottom of the scow with the dumping gates closed. Fig. 5 is an elevation of the ratchets that control the opening and closing of the gates.

ig. 6 is a plan of the ratchets shown in F1g. F 1g. 7 illustrates the attachment of certain chains to the drums upon which they wind. Fig. 8 shows the attachmentsto the shaft of the chains tor closing the gates. llig. 9, Sheet 2. is a transverse section of the scow through the line 9-9 Fig. 3, showing the gates open. Fig. 10 is a similar sectional view representing the gates closed. The last two figures and Figs. 6 7 and 8 are upon an enlarged scale.

This scow does not differ in appearance materially from the ordinary scows oi? the kind, the difference lying in the interior construction and the equipments. Fig. 2 shows the scow divided into two sections of pockets 0, divided by partitions or bulk heads Z. The shape of the pockets transversely of the hull. is clearly shown in. Figs. 9 and 10. They may have the same dimensions as to length and breadth at the top and the bottom, but from the bottom the sides slope toward the center to a level with the deck of the hull, and from that point to the top of the coaming Z) they recede to the top of the coaming, making sliding chutes,

as at 1, Figs. 2, 3, 41, and 5.

The space (1 Fig. 9, for the gates 71 2', below the pockets is continuous throughout the length of the pockets, from the front bulkhead to and including the last bulkhead, and the depth of the space below the bulkheads the same as the thickness of the gates, as in Figs. 3 and 1. From the stern end of the gates the space has a sloping ten mination as atj, Figs. 3 and 4.

Two gates i '21, in plan in Fig. 4, fill the space a designed :lor them and are hinged at the meet in the center of the space, which is the centeroi the pockets.

The closed and open positions of the gates are clearly set forth in Figs. 9 and 10, and more clearly show how the pintles of the hinges are set back from the gate openings, so that when the gates are open they swing entirely below the hull oi the vessel, as in Fig. 9. The distance is somewhat exaggerated in the figure to make their desired action entirely clear. By reason of the thickness of the gates, a possible four feet, the back setting of the hinges requires provision for an easy opening and closing of the gates at their meeting point. To facilitate the proper joining of the gates, they can be cut away ontheir top surface as at 31, Figs. 9 and '10.

The unusual widening of the pockets (3 at their bottoms reduces the buoyant capacity of the compartments 0;, and this is partly made up by making the gatesbuoyant by filling them with airtight tanks as 10 and 1]., Fig. 10. Thisnot only recompenses some of the lost buoyant spaces in the compartments, but facilitates the closing of the gates, in fact, making the gatesclose automatically.

When the gates are closed they are held securely by the chains 5 and the attached bridle chains 6, 6, Figs. 3, 9 and 10, the chain 5 being wound upon a drum 3 which is fast on the shaft 1. The bridle chains attached to the main chain at s, are attached to the two gates adjacent to the central edges of the gates, at 14.

The shaft 1, upon which the drum 3 is secured, is supported in bearings 2, Fig. 3, and extends the length of the coaming Z). This is a continuous shaft, and at each end of each pocket is a drum 3, and a main chain 5 and bridle chains, the same as is shown in Figs. 9 and 10. At the center of the coaming, between the sections of pockets, is a cabin space 30,0ver the roof of Wl'llCh sides of the space and are folded to is a convenient location for ratchet wheels 7 of the arrow 3 Over the cabin 30 two chains t 25 pass from the shaft'l across the deck, down the sides and under the hull and are secured to the bottoms of the gates adjacent to their inner edges, at t, t, Figs. 8, l, 9, 10. These chains are connected with the shaft the reverse of the connections of the main chains 5with their drums, so that when the chains 5 unwind, the shaft winds up the chains at, and vice versa when the chains 5 wound up. Fig. 8 illustrates the at tachments of the chains to the shaft. is the shaft revolves in the direction of the arrow itfwill wind the chains, drawing one from the right and one from the left. A ratchet u, Fi s. 3, 5 and 6 looks the shaft in an opposite, direction from that of the ratchet u, a pawl v pivoted as at u engaging with the ratchet wheel. When the chains t are wound upon the shaft they are held there until released by driving away the pawl 12.

These chains 2? t act as follows: Fig; 10 shows the positions of the chains when the gates are closed, the chain 5 wound upon the drum 3, drawing the gates shut and thc chain secured from unwinding by the ratchet u. The relations then of the chains t t to the shaft 1 are as in Fig. 8, and in relation to the hull and the gates as in .10.

I When the gates are dumped the loads upon them will force them open as in Fig. 9. The turning of the shaft consequent upon the pulling downward of the chains 5 will v wind up the chains t t as they are slaclzened by the dropping of the gates. While the gates are down the pawl and ratchet a u will hold the shaft and prevent the closing of the gates until the ratchet is released.

It will now be apparent why there is a double purpose in giving all possible buoyancy to the gates, not only to make up for diminishing the sizes of the compartments 0, but alsoto facilitate and give power to the act of their closing. The gates can be lnpt openuntil the pockets, to the depth of the water swashing within them, and. the are thoroughly washed. Then when the ratchet u is released the gates will swing shut, and the shaft being rotated by the pulling on the chains ('3 t the chains 5 will be wound up on their-drums. Thus, tl e weight of the cargo in the pockets will open the gates, and the buoyancy of the gates will close them.

A complete construction has thus fa r been shown but for some purposes an additional chain support is added to the gates. Atl'ached to the gates at each corner of the pockets are chains 7 7, attached to the hinged sides of the gates as at 15 lfl, Figs. 8, 9, and 10. Sheave wheels 1; in brackets 9 guide the chains to drums alon the shaft 1, contiguous to the drums 3, and these chains are wound and unwound similarly and simultaneously with the chains This support takes the strain from the gate hinges. Fig. T illustrates the attaclnncnl' of the nn sets of gate supporting chains to the drums on the shaft 1. The differences in diameters of the drums arises from the dill'crcnccs in the amounts of chain to be wound. When the shaft will take up the slack of the chains 2'; f in three revolutions, then the drums have to be proportioned to take up the slack in the other chains in three revolutions.

By reason of the thickness of the gates and the setting back of the hinges, provision is made for the gates opening and closing without conflicting one with the other. Hence, the partly oblique joint, and the cut ting away at the points 31. One ol the bridle chains is made a little shorior (ban the other, apparent in Fig. 10. the right hand chain being the shorter, the cllccl of which is to release the opposite gate a little ahead of the other. The gate with the shorter chain attached is given greater buoyancy than the other, so that it will rise a little quicker than the other gate. When in action none of the chains will be so l'aut as to compel simultaneous movements ol lhc gates.

The compartments a are water tight and are divided by extensions of thc bulkheads that divide the pockets. For submcrging the scow to allow it to pass under dumping bridges at high water seaicks 20. Figs. 2 and 10 are employed and are placed in each compartment, with valve stems 22 extending to the deck, and provided with hand wheels 24: for operating the valves.

To discharge the water from the ronr partments, a pipe it is extended through the compartments on both sides of the hull. as indicated on one side in Fig. 2. and shown on both sides in Fig. 10, and in each compartment is a valve 21 branched from the pipe, the valves operative from thr- :lm'l'. by means of valve stems 23 and hand-wheels 2?. Each compartment may thus be pumped from separately. The main pipes ii are connected with a pumping unit %2. loward in the cabin 30, Fig. 2.

To add to the cleansing l'acilitiei within the chutes and pockets they are preferably provided with covcd corners. as at Figs. 2, 9 and 10.

Sll

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As in Figs. 3 and 4 the portion of the hull at j sternward of the dumping gates, is fin- 'shed with the sloping surface to admit of a ree wash below the bulkheads when the gates are down. One of the principal objects of these improvements is to obtain a quick and thorough cleansing away of the cargo of a scow. The pockets with the greater surface at the base, therounded cor- 11ers of the pockets, the low dropping gates, and the clear, free wash of the gates and the lower parts of the bulkheads insure against part of the cargo sticking fast to the pockets and gates, to be carried on return trips and dropped where it is undesirable to have it.

Having described this invention, what is claimed and is desired to have secured by Letters Patent, is-- 1. The combination in. a dumping scow of a series of pockets, the sides of the pockets sloping inward from the base upward and from the tops sloping downward inwardly, the slopes meeting approximately at the deck level, bulkheads dividing the pockets and terminating to leave a space below them and the bottom line of the hull as gate space, said gate space extending the full length of all the pockets, gates to fill said space, hinges applied to the gates at each pocket the hinges set back from the gate joints, a shaft mounted in. bearings upon the coaming of the scow, drums on the shaft, main chains in each pocket attached. to a corresponding drum, bridle chains attached to the gates and to the main chains, a ratchet on the shaftto hold the shaft from turning when the main chain is wound thereon, the said bridle and main chains drums shaft and ratchet adapted to hold the gates closed until released by the pawl that engages the ratchet wheel, chains attached to the said shaft to wind in contrary directions on the shaft, said chain extended across and under the scow and secured to the gates, a ratchet on the shaft to keep said chains when wound on the shaft from unwinding, the gates held open by said chains when wound on the shaft, the automatic closing of the gates when released by the ratchets causing the said shaft to turn and wind up the gate supporting chains.

2. The combination in a dumping scow of a series of pockets, the sides of the pockets sloping inward from the base upward, and from the tops sloping downward inwardly the slopes meeting at about the deck level, a space below the pockets the length of all the pockets, gates hinged to close within said space, the gates the length of the space, the hinge joints set back from the joints of the gates, a shaft mounted on top of the scow, main chains and branching bridle chains in each pocket to support the gates and drums on the shaft for winding up the main chains, chains attached to the shaft and extended over the sides of and under the scow and attached to the ates, the openin of the gates acting throng the main and ridle chains to turn the shaft, causing a winding on the shaft of the outside gate chains, the closing of the gates reversing the turning of the shaft and winding up the main chains, and locking ratchets on the shaft effective in reverse directions.

3. In a dumping scow the combination of a series of pockets and combined chutes, airtight compartments on each side of the pockets, means for flooding said compartments and means for pumping out the compartments separately, a space below the pockets the length of all the pockets, gates hinged to close within said space said gates the length of the space, a shaft mounted on the top of the scow, main chains and bridle chains in each pocket to support the gates, drums on the shaft for winding the main chains, chains attached to the shaft, extended over the sides of and under the scow and attached to the gates, the opening of the gates acting through the main and bridle chains to turn the shaft causing a Winding on the shaft of the outside gate chains, the closing of the gates reversing the turning of the shaft and causing the winding of the main chains, and reverse ratchets on the shaft to hold the Wound up chains from unwinding.

4. In a dumping scow a series of cargo pockets, a continuous gate space below the pockets and the length of all the pockets, gates the length of said space hinged to close within the said space, a shaft above the pockets, drums on the shaft, chains attached to the gates and the drums and the shaft to operate the shaft by the opening and closing of the gates, and supplementary chains attached to the gates Within each pocket on the hinged sides of the gates and connected with drums on the shaft.

5. In a dumping scow a series of cargo pockets, a gate space below the pockets the full length of all the pockets, gates the length of said space, the gate hin e-joints set back from the gate joints, a sha 1; above the pockets, two sets of chains attached to the gates and said shaft, the opening of the gates causing the Winding on the shaft of one of said sets of chains that keep the gates open, the closing of the gates causin the winding up of the other said set of chains to keep the gates closed, ratchets on the shaft to hold the said windings of the chains, and air tight tanks within the gates to increase their buoyanc Signed at ew York, county of New York and State of New York, this 21st day of May, 1919.

ROB'I. S. HANCOCK.

Witnesses:

MAHLON H. PnNnosn, WILLIAM I. HANCOCK. 

